CDOT Region 4 Intelligent Transportation Systems Strategic Implementation Plan

Transcription

1 CDOT Region 4 Intelligent Transportation Systems Strategic Implementation Plan June 2011 Colorado Department of Transportation

2 Acknowledgements Our thanks to the following persons who have contributed to the successful completion of this ITS Strategic Plan: Roger Isaacson Broomfield Police Aaron Moss Colorado Department of Transportation-DTD William Johnson Colorado Department of Transportation-DTD Phyllis Snider Colorado Department of Transportation-DTD Dan Wells Colorado Department of Transportation-Permits Joe Olsen City of Fort Collins Eric Bracke City of Greeley Bill Hange City of Loveland Captain Paul Matzke Colorado State Patrol - 3A Major Kris Meredith Colorado State Patrol - 3A Captain Gaylon Griffin Colorado State Patrol - 3B Captain Rob Marone Colorado State Patrol - 3C Pat Castle Colorado State University Rick Santos Federal Highway Administration Marlys Sittner Transfort Joel Tower Fort Collins Police Brad Patterson GET Martina Wilkinson Larimer County John Manago Larimer County Sheriff's Office Marcy Abreo COLT Aaron Fodge North Front Range Metropolitan Planning Organization Hope Wright Department of Revenue - POE Jeff Anderson Department of Revenue - POE Rick Archer Department of Revenue - POE John Hannon Rocky Mountain National Park Larry Gamble Rocky Mountain National Park Trish Dickerson Town of Timnath TJ Dlubac Town of Timnath Abra Geissler Town of Timnath Scott Zurn Town of Estes Park Curtis Hall Weld County Ryan Rose University of Northern Colorado Mel Everhart Weld County Trent Bushner Yuma County Ken DiPinto Colorado Department of Transportation-ITS Branch Bruce Coltharp Colorado Department of Transportation-ITS Branch John Nelson Colorado Department of Transportation-ITS Branch Joe Tucker Colorado Department of Transportation-ITS Branch John Williams Colorado Department of Transportation-ITS Branch Larry Haas Colorado Department of Transportation-Region 4 Ina Zisman Colorado Department of Transportation-Region 4 Karen Schneiders Colorado Department of Transportation-Region 4 Myron Hora Colorado Department of Transportation-Region 4 Phillip Anderle Colorado Department of Transportation-Region 4 Pawan Kharbanda Enroute Rich Follmer FHU Navin Nageli Navjoy Venkata Punati Navjoy

3 ACRONYMS AND ABBREVIATIONS ARRA American Recovery and Reinvestment Act CCTM...City and County of Traffic Management CCTV...Closed Circuit Television CDOT.Colorado Department of Transportation CIP....Capital Improvement Program CMAQ....Congestion Mitigation Air Quality CTMC......Colorado Transportation Management Center CVO...Commercial Vehicle Operations DMS.....Dynamic Message Sign DMV..Division of Motor Vehicles DRCOG...Denver Regional Council of Governments FHWA...Federal Highway Administration FLEX.Fort Collins Loveland Express FO Fiber Optic FTA..Federal Transit Administration HAR..Highway Advisory Radio HES...Hazard Elimination Safety Program HOT.High Occupancy Toll HOV..High Occupancy Vehicle IMP.Incident Management Plan ISP.Information Services Provider ITS..Intelligent Transportation Systems MPO.....Metropolitan Planning Organization NFR MPO.....North Front Range Metropolitan Planning Organization

4 PNR...Park-N-Ride RM Ramp Metering RTMS.Remote Traffic Microwave Sensor RWIS.Road and Weather Information Systems SEA...Systems Engineering Analysis SH...State Highway SRTS...Colorado Safe Routes to School Program STP....Statewide Transportation Plan TDM Travel Demand Management TMC Traffic Management Center TOC....Traffic Operation Center TOD..Time-of-Day TPR....Transportation Planning Region TSSIP.Traffic Signal System Improvement Program TTI....Travel Time Indicators TT DMS.Travel Time Dynamic Message Sign VII Vehicle Infrastructure Integration

5 Table of Contents I. INTRODUCTION... 4 A. Background... 4 B. Purpose and Description of Study Area... 4 C. ITS Stragtegic Implementaton Plan Process... 5 D. Conformance with the National ITS Architecture... 5 E. Turbo Architecture... 6 F. FHWA System Engineering Process... 6 G. Benefits of CDOT ITS Deployments... 6 II. PROCESS FOR DEVELOPING THE ITS IMPLEMENTATION PLAN A. Overview B. Working Group C. Stakeholder Consultation D. Planning Document Review E. ITS Inventory F. Identification of Transportation Problems G. Available ITS Solutions H. Project Development I. Interfaces with DRCOG ITS Strategic Plan III. EXISTING ITS INVENTORY A. Review of Relevant Documents B. Existing ITS Traffic Inventory C. Existing Transit ITS Inventory D. Existing Inventory for Other Stakeholders IV. TRANSPORTATION PROBLEMS IN STUDY AREA A. Identification of Transportation Problems B. Transportation Service Areas C. Regional Ranking of Transportation Problems D. Linking Problems to the Network V. ITS SOLUTIONS TO TRANSPORATION PROBLEMS A. Available ITS Solutions to Transportation Problems B. Market Packages Analysis for the Region C. Linking Transportation Problems to Market Packages D. Linking TSAs to Market Packages VI. ITS DEPLOYMENT STRATEGIES WITHIN THE REGION A. Recommended ITS Strategies for the Region B. Limitations for ITS Deployment C. Recommended ITS Deployment Timeframe VII. ITS DEPLOYMENT COSTS A. ITS Deployment for Corridors B. ITS Deployment for Transit C. ITS Deployment for Regional I

6 D. Financial Summary E. Project Sequencing VIII. CONCLUSION A. Regional ITS Project Funding Sources B. Region 4 ITS Project Funding Deficiencies C. Champion for ITS within the Region D. Next Steps List of Tables Table 1: Regional Problems Aligned to Applicable Transportation Service Areas Table 2: Regional Ranking of Transportation Problems Table 3: Available ITS Solutions to Transportation Problems Table 4: Applicable Market Packages within the Region Table 5: Needed ITS Investment Summary for Region 4 Corridor Projects Table 6: Needed ITS Investment Summary for Region 4 Transit Projects Table 7: Needed ITS Investment Summary for Region 4 Regional Projects Table 8: Summary of Needed ITS Investment for Region Table 9: Funding Sources List of Figures Figure 1: CDOT Region 4 and Planning Regions... 4 Figure 2: CDOT Region 6 Ramp Metering Benefits (I-25 and C-470)... 7 Figure 3: ITS Strategic Plan Development Process Figure 4: CDOT ITS Inventory within the Region... List of Appendices Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Appendix G: Consolidated Existing Traffic Inventory (CDOT and Urban Stakeholders) Existing CDOT ITS Equipment by Corridor Consolidated Existing Inventory (Transit Stakeholders) Existing Inventory Other Stakeholders (Pull-out-Areas and Load Deficient Structures) Transportation Problems By Stakeholder Group (CDOT Stakeholders) Corridors & Priority of Transportation Problems Transportation Problems Linking Market Packages II

7 Appendix H: Appendix I: Appendix J: Appendix K: Appendix L: Appendix M: Appendix N: Appendix O: Appendix P: Linking Transportation Service Areas to Market Packages Pull-Out Area Priorities Region 4 ITS Deployment by Corridor Individual Corridor Priorities & ITS Deployment Discussion ITS Device Cost (2011 Dollars) ITS Deployments Cost by Time Frame and Device Corridor Deployment Sheets (Not included at time) Region 4 ITS Transit Deployments Region 4 ITS Regional Deployments III

8 I. INTRODUCTION A. Background Intelligent Transportation Systems are defined as the application of technology to address transportation problems and to assist in the management of the transportation network. Common ITS devices include Dynamic Message Signs (DMS) used to provide traveler information, Closed Circuit Television (CCTV) cameras used to monitor traffic conditions, electronic sensors used to monitor pavement and Road and Weather Information Service (RWIS) stations to monitor weather conditions, and traffic signal systems that are programmed to adapt their timing in response to traffic congestion. Within Colorado Department of Transportation (CDOT) Region 4 boundaries, CDOT and several agencies have invested significant resources in the deployment of Intelligent Transportation System (ITS) infrastructure. CDOT and local agencies intend to continue this ITS investment in the future given the mobility and safety benefits derived from actively managing the transportation system. Although ITS had its beginnings in urban areas, the falling cost and increased availability of proven transportation technologies has enabled ITS to be successfully deployed in rural areas and small cities that have recognized the operational, safety, and mobility benefits that ITS can provide. B. Purpose and Description of Study Area In early 2004, an ITS Strategic Plan and Architecture was completed that covered the geographical area of the North Front Range Metropolitan Planning Organization (NFR MPO) and Estes Park area. Due to the special requirements of ITS projects, which follow a process more typical of a technology project than a roadway project, the Colorado Department of Transportation (CDOT), in cooperation with the cities, towns and the NFR MPO in the Region have developed a Strategic Plan for the deployment of ITS in CDOT Region 4 over the next ten years. CDOT Region 4 covers the northeastern corner of Colorado comprising 9 counties including NFR MPO, Denver Regional Council of Governments (DRCOG), North Front Range and Upper Front Range Transportation Planning Regions (TPRs). Figure 1 shows the project area and the planning regions. Figure 1: CDOT Region 4 and Planning Regions 4

9 The purpose of this project is to update and expand the previously developed ITS Strategic Plan and ITS Architecture to include all of the geographical area in Region 4. Specific tasks will include an assessment of how ITS can address critical transportation problems, an inventory of existing and planned ITS applications, generation of a ITS Strategic Implementation Plan and development of an ITS Regional Architecture. The CDOT Region 4 ITS Strategic Implementation Plan (CDOT R4 ITS Plan) will provide a comprehensive document that details a vision and framework for the application of ITS to meet recognized transportation problems within the Region. The CDOT Region 4 ITS Plan shows how ITS applications will be implemented in a systematic and coordinated manner using a corridor approach. The CDOT R4 ITS Plan will also identify the funding needs, recommended deployment time frames and potential funding sources. The plan can be used by Staff in communicating ITS needswithin the Region. C. ITS Stragtegic Implementaton Plan Process Development of the ITS Strategic Implementation Plan in many ways followed a traditional planning process, including forming an ITS Working Group to guide its development, conducting a needs assessment, reviewing existing and planned ITS projects, and developing a prioritized ITS project list. However, on the technology side, the process also included a systems engineering analysis that identified opportunities and related requirements for systems integration, interagency cooperation, and communications infrastructure needs. These elements were factored into the development of the projects identified in the ITS Strategic Implementation Plan. From this point, the ITS Strategic Implementation Plan will provide input in the form of recommended ITS projects to the area s existing formal planning process. D. Conformance with the National ITS Architecture In 1997, the Federal Highway Administration (FHWA) began preparing a National ITS Architecture and Standards in an effort to guide standardized development and deployment of ITS across America. The architecture established a framework to facilitate the regional deployment of ITS projects, while the standards help ensure the compatibility and maintainability of the deployed technologies. The Transportation Equity Act for the 21 st Century (TEA-21) requires all Intelligent Transportation Systems (ITS) projects funded from the Highway Users Trust Fund (federal funds), be in conformance with the National ITS Architecture and appropriate standards. The Federal Highway Administration's (FHWA) Final Rule and the Federal Transit Administration's (FTA) Policy on National ITS Architecture became effective April 8, 2001 and is contained in Chapter 23 Part 940 of the Code of Federal Regulations (CFR). The purpose of the National ITS Architecture is to foster institutional agreement and technical integration for the implementation of ITS projects or groups of projects into regional ITS systems. The National ITS Architecture defines the ITS system components, key functions, organizations involved in developing an architecture, and the type of information to be shared between organizations and between parts of the system. Key elements of 23 CFR 940 that are of particular relevance to this project include: that requires the National ITS Architecture be used to develop a local implementation, or a regional ITS architecture ; that requires that procedures and responsibilities for the maintenance of the regional ITS architecture be established; and, 5

10 that requires that all ITS projects be developed using a systems engineering analysis (an iterative process of design, testing, and evaluation). E. Turbo Architecture An Architecture database will be created using Turbo Architecture version 5.0 for CDOT Region 4 ITS Architecture. Turbo Architecture is a software tool that allows users to catalogue and organize regional and/or project architectures in a database format. The software also provides users with enhanced functionality in working with architecture stakeholders, elements, market packages, operational concepts, functional requirements, interfaces, standards and agreements. The software defines the architecture, relationships, interconnects between stakeholders and elements and gives the user the ability to access physical and logical diagrams at multiple levels. Use of the software will facilitate consistency, version control, maintenance and subsequent updating of the Regional Architecture. It will also be useful in obtaining and providing project Architecture related information as is required by, and in order to comply with, FHWA Systems Engineering Analysis. F. FHWA System Engineering Process In order to meet the requirements of 23 CFR Part 940 to receive federal funding, an ITS project must demonstrate that a systems engineering analysis was performed during the design of the project. The systems engineering analysis process includes the following seven elements that must be addressed to ensure a project conforms to the federal ITS requirements: 1. Description of how project fits into the Regional ITS Architecture 2. Roles and responsibilities of participating agencies 3. Requirements definition 4. Analysis of alternative system configurations and technology options 5. Procurement options 6. Applicable ITS standards and testing procedures 7. Procedures and resources necessary for operations and management of the system CDOT has developed Systems Engineering Analysis (SEA) Guidelines that describe the method of demonstrating compliance with the federal ITS requirements. The requirement for SEA only applies to those ITS projects that have federal funding; however CDOT and DRCOG believe that there is value in requiring all ITS projects to use the SEA in order to ensure architectural consistency and integrity. Again, the Turbo Architecture databases will be very useful in obtaining and providing much of the project Architecture related information required in order to comply with the systems engineering analysis. FHWA or FTA may independently request additional documentation on the systems engineering analysis before federal funds are released for construction. G. Benefits of CDOT ITS Deployments The benefits of any single ITS device are often difficult to quantify individually, however the benefits become more quantifiable within the context of the application, i.e. (traveler information, Traffic Responsive Signal Control, traffic and incident management), as the many elements of the system are integrated. This integration empowers operators to positively impact current travel conditions, react quickly to incidents and congestion along corridors, assist in modifying travel plans based on current 6

11 roadway conditions, and disseminate real-time traveler information. In general CDOT s goal in deploying ITS technologies is to improve the productivity of the transportation system and to provide services that enhance and improve the mobility and safety of Colorado s traveling public. The following are some examples that demonstrate the benefits of ITS locally and/or nationally. Traffic Signal Timing and Traffic Responsive Operations - Through ITS system detection and fiber optic communication infrastructure traffic engineers are able to coordinate and maintain progression along adjacent signals of a corridor. This ITS infrastructure also allows for the collection of traffic data (speed, volume, and occupancy) empowering Traffic Responsive signal operations that adjust signal timing to existing conditions. Overall, the increased reliability in signal timing operations, due to ITS, allow for the most efficient utilization of the existing roadway. The benefits of signal timing are well documented and these include vehicle hours of travel, fuel consumption, time and fuel cost savings and reduction in total pollutant emissions. Ramp Metering Within CDOT Region 6, the benefits of ramp meters were documented by conducting before and after studies. For example, in December 2003, CDOT Region 6 implemented ramp metering on I-25 southbound between 104 th Avenue and 84 th Avenue and C-470 westbound between Bowles and Quincy Avenue. Initially the ramp meters were in operation during the morning peak period (6-8:30 a.m.). Prior to the implementation of these ramp meters, CDOT ITS Branch and CDOT Region 6 conducted before conditions studies on the two corridors. After conditions studies were conducted during late January Figure 2 shows the benefits noted in the comparison of before and after conditions studies. Figure 2: CDOT Region 6 Ramp Metering Benefits (I-25 and C-470) A study conducted in Minneapolis Minnesota further reinforces the benefits of ramp meters. This study was conducted after public questioning of the use of ramp metering and a legislative mandate requiring MNDOT to study the effectiveness of ramp meters. MNDOT conducted the study by comparing before and after conditions for with and without ramp meters scenarios. The following findings resulted from the study: Traffic Volumes and Throughput: After the meters were turned off, there was an average nine percent traffic volume reduction on freeways and no significant traffic volume change on parallel arterials included in the study. Also, during peak traffic conditions, freeway mainline throughput declined by an average of 14 percent in the without meters conditions. Travel Time Reliability: Without ramp metering, freeway travel time is almost twice as unpredictable as with ramp metering. The ramp metering system produced an annual reduction of 2.6 million hours of unexpected delay. 7

12 Benefit/Cost Analysis: Ramp metering results in annual savings of approximately $40 million to the Twin Cities traveling public. The benefits of ramp metering outweigh the costs by a significant margin and result in a net benefit of $32 to $37 million per year. Courtesy Patrol In a study conducted for 2003 Mile High Courtesy Patrol (MHCP) operations, it was determined that MHCP assisted in over 6,000 incidents, based on CTMC Dispatch data. This amounted to a yearly estimated benefit of: Over 500,000 hours of vehicle delay averted Over $9 Million dollar savings from reduced delay Dynamic Message Signs In general, it is difficult to measure the stand-alone benefits of Dynamic Message Signs. However, the benefits regarding the use of DMS are very high when used in conjunction with other systems. These benefits include dissemination of real-time travel time and highway conditions information (incidents, events and other related corridor information), to which allow drivers to make informed decisions regarding selection of alternative routes as well as reducing driver related stress and the occurrence of secondary crashes. Real-Time Travel Time Applications CDOT currently utilizes Travel Time Applications along I- 70 and I-25 corridors within CDOT Regions 1, 2 and 6. Through the use of real-time travel time applications, the dissemination of real time corridor performance (travel times, delay, congestion) empowers motorists with information that allows them to modify their travel routes and times. Travel time applications are envisioned for freeway corridors throughout Front Range. It is anticipated that for a typical freeway corridor (carrying approximately 100,000 vehicles/year) realizing a 3 minute weekly reduction in travel times, the resulting savings would be: Approximately 120,000 gallons/year in fuel consumption reduction Approximately 300,000 lbs/year in CO reductions Traffic Management and Traffic Operation Centers (TMCs & TOCs) Through the use of Intelligent Transportation System (ITS) devices, TMCs and TOCs gather real time roadway condition information for decision making to improve overall traffic flow and aid in reducing congestion. By acting as a focal point for traffic information, the TMC and TOC permit engineers to more effectively use existing traffic management tools and provide a platform for the implementation of future technological advances in traffic management. The ability of local and regional TMCs and TOCs to communicate between each other is also key to regional cooperation, sharing of information and management of cross-jurisdictional congestion and incident management. The TMC and TOC are a tool for reducing congestion and managing incidents that directly benefits motorists. Incident and Event Management Plans Incident and event management plans yield significant benefits through reduced vehicle delays and enhanced safety to motorists through the reduction of incident frequency, improved coordination, response and clearance times in response to incidents and large events. CDOT currently has coordinated Incident Management Operations ongoing at the Colorado Traffic Management Center (CTMC), Eisenhower-Johnson Memorial Tunnel (EJMT), Hanging Lakes Tunnel (HLT), and Colorado Springs Traffic Management Center (CSTMC) facilities. CDOT Region 4 Incident Management activities are coordinated as part of the CTMC operations. In Colorado, there are 18 Incident Management Plans including I-25 North and US-36 within CDOT Region 4. A study was conducted in Maryland in 2002 of the CHART Incident Management system. At the time of the study, CHART consisted of the following operational components: traffic monitoring, incident response, traffic management, and traveler information (i.e., live traffic 8

13 cameras, real-time traffic maps, weather, and local traveler information). The results below highlight the findings of the study of incident response savings realized by CHART Highway Incident Management operations: Reduced delay by about 30 million vehicle hours and saved about 5 million gallons of fuel Contributed to a 28.6% reduction in the average incident duration Resulted in 377 fewer secondary incidents, as a result of primary incidents, in 2002 The State of Georgia also conducted an evaluation of their NaviGAtor integrated ITS system. At the time of their study ( ) the ITS elements of NAVIGATOR included freeway management, incident management, multimodal traveler information, transit management, electronic toll collection, electronic fare payment, and traffic signal control, which constituted seven of the nine elements of the Intelligent Transportation Infrastructure. Six sections of I-75 and I-85 where ITS technologies were fully implemented (including operators, incident detection system, courtesy patrol, and cameras) were analyzed for incident duration only. Using before and after data and very conservative assumptions, each section was evaluated to determine the reduction in the average incident duration since NAVIGATOR was deployed. The study documented the following findings. A 23-minute reduction in incident duration during 1997 An estimated yearly cost savings of $44.6 million due to the above reduced delay time. It is expected that as CDOT continues the expansion and integration of ITS devices, incorporating new technologies and completing ITS Infrastructure coverage, the ITS Incident Management system will continue to yield similar if not greater results to the above documented studies. For further information of ITS related benefits please visit the following FHWA website; 9

14 II. PROCESS FOR DEVELOPING THE ITS IMPLEMENTATION PLAN This section describes the approach taken by the project team to develop the CDOT ITS Strategic Implementation Plan. A. Overview Development of the ITS Strategic Plan followed the process illustrated in Figure 3. This process included extensive interaction with the regional stakeholders. Subsequent subsections describe each step of the process. Figure 3: ITS Strategic Implementation Plan Development Process 10

15 B. Working Group An ITS working group was established as the body that provided feedback and oversaw development of the ITS Strategic Plan. Members of the working group were technical staff from numerous agencies that expressed interest in ITS implementation. The following member agencies were invited to participate: MPO/TPR North Front Range Metropolitan Planning Upper Front Range Transportation Planning Region State CDOT Region 4 CDOT Division of Transportation Development Eastern Front Range Transportation Planning Region Denver Regional Council of Governments CDOT ITS Branch CDOT Permits CDOR POE Counties Boulder County Larimer County Logan County Morgan County Phillips County Sedgwick County Washington County Weld County Yuma County Cities Akron Ault Berthoud Boulder Brush Dacono Eaton Eckley Erie Estes Park Evans Firestone Johnstown Julesburg Keensburg Kersey Lafayette La Salle Lochbuie Log Lane Village Longmont Louisville Loveland Lyons Mead Fleming Fort Collins Fort Lupton Fort Morgan Fredrick Garden City Gilcrest Greeley Grover Haxtun Hillrose Holyoke Hudson New Raymer Otis Ovid Paoli Pierce Platteville Sedgwick Sterling Superior Timnath Ward Wiggins 11

16 Merino Milliken Nederland Wellington Windsor Wray Transit Transfort The City of Loveland Transit Greeley Evans Transit Regional Transit District Law Enforcement/Emergency Management Colorado State Patrol Local Law Enforcement Agencies Poudre Valley Fire District Other Members Rocky Mountain National Park Division Of Local Affairs Colorado State University University Of Northern Colorado Northern Colorado Economic Development Corporation CDOT Division of Aeronautics Colorado Motor Carriers Association Federal Highway Administration United States Department of Agriculture Forest Services Northeast Colorado Association of Local Governments The working group was convened at critical project milestones to review information and provide direction. Meeting minutes and other documents resulting from these meetings were distributed to the group, and posted on the project website at COTrip.org. C. Stakeholder Consultation Seven stakeholder groups were established to provide assistance with their respective technical areas to identify transportation problems that could be addressed by ITS applications. Additionally, each stakeholder group provided an inventory of existing and immediately pending ITS implementations within their jurisdiction. Each member participated with the understanding that ITS planning integrates regional, local, modal and organizational requirements. The following shows the stakeholder groups and agencies that participated in each of the groups: CDOT CDOT Region 4 (Traffic, Maintenance, Planning), CDOT ITS Branch and CDOT DTD Transit Transfort, Greeley Evans Transit (GET) and City of Loveland Transit (COLT) Urban Loveland, Fort Collins, Greeley and NFR MPO Rural Local cities and counties in rural areas Law Enforcement Colorado State Patrol, Police from Fort Collins, Broomfield, Loveland, Greeley and Larimer County Sherriff Commercial Vehicles Department of Revenue - Port-of-Entries (POE) and CDOT Permits Technology University of Northern Colorado, Colorado State University, Towns of Estes Park and Timnath and CDOT ITS Branch In addition to the above stakeholder groups, the project team met separately with Rocky Mountain National Park (RMNP) and the Town of Estes Park to discuss transportation issues in the area. 12

17 D. Planning Document Review A review of existing planning documents in the Region was conducted in order to provide insight into the types of transportation problems and priorities already identified by the regional planning organizations, as well as to understand how the Region ITS Strategic Implementation Plan could complement these existing efforts. Following the document review, a summary of the key points of each document as it applies to ITS Strategic Implementation Plan was identified. Section 3 discusses the role of the ITS Strategic Implementation Plan in coordinating and integrating with other regional planning initiatives. E. ITS Inventory The ITS inventory was collected from stakeholders, including CDOT ITS, the City of Loveland, the City provided Fort Collins, the City of Greeley and local transit agencies. The inventory information provided the foundation of current conditions. The inventory includes existing ITS devices, key facilities and level and type of existing coordination between agencies. Section 3 discusses the current conditions. F. Identification of Transportation Problems Based on review of the planning documents, the ITS inventory review and the stakeholder meetings; the transportation problems were identified. These critical transportation problems are presented in Section 4. The priority of problems on the network is also identified in Section 4. G. Available ITS Solutions Discussion of potential solutions regarding these problems with the stakeholder groups centered on easy to understand applications and implementable ITS deployment applications. The information collected from stakeholder discussions was then translated into the Market Package terminology. Market Packages provide an accessible, deployment-oriented perspective to the National ITS Architecture. They are tailored to fit separately or in combination real world transportation problems and needs. Table 4 contains a complete list of the Market Packages selected for the study area, including notes on their specific existing and future applicability to the region. H. Project Development The above steps resulted in the identification of ITS Deployments for corridors, transit and regional projects. Each ITS deployment on the list was then assigned a priority and a time frame for deployment (short, medium, or long-term). The deployments were presented to the Working Group, who provided feedback on proposed field device locations and the general description of each project and overall priority for deployment within the Region. The intent of this exercise was to provide perspective to the intensity of the need for, and feasibility of, each project. An overall vision for deployment was also developed in order to guide the prioritization process and systematic implementation of ITS in the Region. 13

18 I. Interfaces with DRCOG ITS Strategic Plan The DRCOG ITS Strategic Plan overlays certain geographical areas of CDOT Region 4. The DRCOG ITS Strategic Plan was updated in December ITS deployments on the DRCOG geographical network that are common with Region 4 will remain unchanged to ensure consistency across the plans. The stakeholders from the following cities and counties are common to the DRCOG Region and CDOT Region 4: Boulder County Boulder Dacono Erie Firestone Fredrick Lafayette Longmont Louisville Lyons Mead Nederland Superior 14

19 III. EXISTING ITS INVENTORY A. Review of Relevant Documents This section will be inserted at a later time and stakeholders will have the opportunity to review. B. Existing ITS Traffic Inventory The bulk of the equipment within the study areas was deployed by, and is operated and maintained by the CDOT Colorado Traffic Management Center (CTMC) through the CDOT ITS Branch. CDOT CTMC monitors and operates 27 DMS, 14 CCTV and 19 Road Weather Information System (RWIS) within the study area. CDOT CTMC will continue as the main operator for similar ITS deployments along the freeway and state highways. CTMC uses the Colorado Traffic Management System/Colorado Traveler Information System (ATMS/ATIS) system to allow increased bi-directional information sharing for traffic, incidents, weather and camera images, as well as providing bi-directional control of local devices. CDOT DTD has 20 ATR s within the Region. In addition, CDOT Region 4 operates and maintains a signal system. The Region has significant deployment of the MDSS. Loveland, Greeley and Fort Collins all operate and maintain separate signal systems. Fort Collins has incorporated this function into a traffic operations center that serves as the control point for all ITS elements in the City including CCTV cameras and weather stations. All three cities have some portion of their signal system on fiber optic communications. Fort Collins monitors and operates 42 CCTV and 7 Road Weather Information System (RWIS), as well as 39 ATRs of both video and in-pavement sensors. Greeley monitors and operates 2 CCTV and 2 Road Weather Information System (RWIS) within their city limit plans are underway to add signals under fiber control and install additional weather stations and CCTV cameras. Loveland monitors and operates 7 CCTV, 4 RWIS and 20 ATR stations. Appendix A provided a consolidated existing traffic inventory for CDOT Region 4 and the Urban Stakeholders. Appendix B shows CDOT Region 4 existing ITS Deployment by corridor. Figure 4 shows the CDOT ITS Inventory within the Region (figure not included at this time). C. Existing Transit ITS Inventory There are three transit agencies within Region 4; Transfort, COLT, and GET. Transfort has an annual ridership of 2 million riders, with 34 buses on 19 routes. All buses have AVL, and paratransit service is contracted out. COLT has an annual ridership of 155,000 with 11 buses on 3 routes, and manages their own paratransit system. GET has an annual ridership of 590,000 over 15 buses on 7 routes, and also manage their own paratransit system. Each agency has a central facility and uses maintenance scheduling software. Appendix C shows the Existing inventory for Transit Stakeholders. D. Existing Inventory for Other Stakeholders Appendix D shows existing pull-out areas and load deficient structures within the Region. 15

20 IV. TRANSPORTATION PROBLEMS IN STUDY AREA Through working with the stakeholder groups, a comprehensive list of critical regional transportation problems were identified. Discussions focused on where the problems exist, the consequences associated with the problems and a regional ranking of each of the problems. Appendix E shows the transportation problems that were identified by each stakeholder group except for the technology group. Whose primary role was to provide advice on the state of technology and challenges ahead. The purpose of identifying these problems is to assist in the determination of applicable ITS solutions to be considered for inclusion in the ITS Strategic Plan. A. Identification of Transportation Problems Within the DRCOG Region, the concept of Transportation Service Areas (TSA) was introduced to provide a better understanding of ITS from a regional perspective and also assist in the development of the Regional ITS Architecture. In order to promote consistency and coordination across regions, the TSA concept has also been adopted for the CDOT Region 4 ITS Strategic Plan. Although transportation problems were primarily grouped in to one TSA, some problems may overlap into others TSAs: Regional Traveler Information Regional Operations and Management Regional Traffic Incident Management Regional Transit Operations and Management Maintenance and Construction Regional Parking Management Regional Data Management Regional Emergency Management Commercial Vehicle Operations Regional Traveler Information Regional traveler information involves a wide range of data including: traffic conditions, travel times, incidents, construction, weather, transit operations, and alternative travel options. This data is then repackaged and disseminated to the public. For example, CDOT s traveler information system consists of the 511 phone system and the CoTrip.org website. Other services to distribute this information (i.e. personalized or text messaging, mobile access, third party traveler information) are able to grow from this consolidated traveler information. The collection and dissemination of traveler information can assist travelers in making and modifying their travel decisions. This includes information regarding traffic conditions, incidents, construction, maintenance activities and weather. The following specific traveler information related transportation problems were identified: Not enough real-time information (traffic conditions, incidents & construction) provided to the travelers This problem exists on interstates, state highways and regionally significant corridors. The inability to provide real-time information can lead to increased delays, traveler anxiety and negative impacts to regional travel particularly to the out-of-state/area drivers. This also impacts traffic operators and emergency management providers in their ability to quickly respond to incidents. Not enough real-time weather and pavement data This problem exists on interstates, state highways and regionally significant corridors. Travelers are not being provided enough granular 16

21 information regarding road and weather conditions. This also impacts maintenance personnel and emergency management providers and their ability to efficiently and effectively deploy resources to respond to bad weather conditions. Not much awareness of where existing real-time information is available- This is a regional problem. Travelers are generally unaware of information available is and are unable to take advantage of traveler information displayed on the CDOT web site. Also, traveler information is not being shared across institutional boundaries. No on-line trip planning services This is a regional problem. Travelers are not being provided with one consolidated source for alternative modal options across the region such as; transit, carpool, vanpool, Park-N-Ride and bicycle. Transit ridership is being impacted as information is difficult to obtain and there is not a great demand for transit for inter-city travel. There also tends to increase costs for para transit services as normal bus operations do not meet the user needs. Not enough video surveillance to monitor traffic conditions, incidents and construction activities. This problem exists at freeway interchanges and highways that intersect with others, state highways and regionally significant corridors. Traffic operators are not able to monitor and verify traffic conditions. The inability to know current conditions also impacts safety. Additionally, there is decreased usage at Park-N-Rides due to lack of video surveillance and increased safety concerns. Regional Operations and Management Regional transportation management provides transportation monitoring and control functions coordinated across regional jurisdictions. For example, CDOT, Fort Collins, Greeley and Loveland operate signal systems to monitor and control signals. System monitoring and control functions provide operators the ability to respond to changing operational conditions, as needed. The following specific operations and management related problems were identified: Freeway/Arterial congestion This problem exists on specific segments along interstates, state highways and regionally significant corridors where the traffic volume exceeds the roadway capacity. It increases delay, driver frustration and overall degradation of operations. Synchronization of signals and strategies beyond TOD plans This problem exists on specific segments along state highways and regionally significant corridors where traffic signals are closely spaced (usually less than 1/4 mile from each other). Lack of proper synchronization causes unnecessary delay, increased emissions and increased safety concerns. Event traffic management This problem exists in urban areas. Events tend to attract more traffic and can increase delays and safety concerns. Lack of communications infrastructure This is a regional problem. The lack of backbone fiber infrastructure seriously affects the ability to deploy ITS devices, systems and networks. This affects the ability to easily share information between agencies for ITS applications and business functions. Tracking and data collection from maintenance vehicles This is a regional problem. Maintenance vehicles are not being used as effectively as possible to supplement traveler information and road/weather conditions. Not enough reliable communication for signals This problem exists on specific segments along state highways and regionally significant corridors where there is no reliable 17

22 communications for traffic signals. This makes it difficult to troubleshoot signal problems remotely, increases maintenance cost and prevents the ability to synchronize signals. Security of key infrastructure This problem exists on specific segments along interstates, state highways and regionally significant corridors. Security results in deterring vandalism at Park-N- Rides, on bridges and on ITS infrastructure, such as DMS. Regional Traffic Incident Management Severe and inclement weather, speeding, incidents and work zone management around construction and maintenance activities impact safety. The service area applies to two general groups: transportation operations and public safety. Using ITS devices, transportation operations would employ incident detection and verification and would disseminate traveler information regarding the incident. Public safety has primary responsibility for incident site management and incident clearance and would coordinate with transportation operations to support their activities and to promote safer operations. The following specific incident related transportation problems were identified: Weather (high winds, flooding and icing) This problem exists on specific segments along interstates, state highways and regionally significant corridors. It impacts safety of traveling public, and it also disrupts traffic conditions. Improve highway-rail crossings This problem exists at specific railroad crossings on state highways and regionally significant corridors. Some crossings lack protection gates, while other crossings on roadway directly parallel and due to their close proximity to the state highway, result in insufficient queue space. There is a disruption of traffic and increased localized safety and congestion concerns. Also, queue dissipation takes longer at these locations. Incidents This problem exists on interstates, state highways and regionally significant corridors. It leads to disruption of traffic and secondary incidents. Also, there is a need to clear incidents to a safe zone location. Currently, this result in CSP resources inordinately tied up assisting vehicles clear the roadway. Road closures This problem exists on specific segments along interstates, state highways and regionally significant corridors where the roadway needs to be closed due to bad weather conditions and/or incidents. It impacts safety and disrupts traffic. Speeding The problem exists primarily along interstates during bad weather conditions. It impacts safety. Regional Transit Operations and Management Transit management provides monitoring and control functions for transit. The transit services needs to be integrated with other alternative modes to increase its competitiveness. Transit operations are intended to improve operational efficiency. For example, CAD/AVL system allows for monitoring of the transit for schedule adherence, etc. The following specific transit related transportation problems were identified: Not enough coordination and integration between alternative travel modes This is a regional problem. Currently, there is no connectivity between and among the travel modes, e.g., transit, van pools and bicycle routes. Also, none of the existing Park-N-Rides have transit connectivity. All of this negatively impacts usage of these travel modes. No priority for transit vehicles at signals This problem exists along certain transit routes on state highways and regionally significant corridors where there is traffic congestion. There is increased delay for buses that may affect schedule adherence. 18

23 Not many regional bus routes This problem exists between major urban areas within the Region. It can impact transit ridership and competitiveness. Lack of dedication outreach for transit to increase its competitiveness. This is a regional problem. This results in not enough public demand for transit. Maintenance and Construction The primary area in which ITS is related to maintenance and construction is for traveler information functions. Also, roadway maintenance is tied with weather data collection to support such activities as snow clearing operations and roadway striping. The following specific maintenance and construction related transportation problems were identified: Work zone This problem exists on specific segments along interstates, state highways and regionally significant corridors where construction/maintenance activities are performed. This impacts the safety of the traveling public and construction/maintenance personnel. Regional Parking Management The parking management concept supports and provides parking information to the public and operators. The following specific parking management related transportation problems were identified: Parking management This problem primarily exists in the Town of Estes Park due to its proximity to Rocky Mountain National Park (RMNP). It can lead to increased congestion, driver frustration and increased vehicle-pedestrian conflicts. Regional Data Management Regional Data Management involves the organization of transportation system performance data spanning across modal and jurisdictional boundaries. The data will be used by operators (for operational analysis and event planning), planners (for long-term planning) and researchers. Traffic operations, operations planning, and transportation planning rely on accurate and timely data. The data is used in evaluating system performance, determining priorities, calibrating models, developing and evaluating scenarios, timing signals, and managing events and incidents. Where data are old or nonexistent, the results of these activities may be compromised. Specific transportation problems related to data management are: Not enough historic traffic count (volume) data This is a regional problem. Data are not at a centralized location. Also, there is not enough bike/pedestrian count data. Data sharing between agencies This is a regional problem. There is not sharing of data between agencies in part due to lack of backbone communications infrastructure and data sharing mechanisms. Lack of performance monitoring data This is a regional problem. Operational decisions are based on insufficient or incomplete information. It affects the ability to show demonstrable benefits for ITS. Regional Emergency Management ITS devices and systems may be used to support the protection of critical transportation infrastructure within the region. Note that ITS devices and systems are also critical transportation infrastructure that must remain available to support the public safety community in the event of a disaster. 19

24 Access to MDSS and CDOT Traveler Information The lack of availability of this information impacts local law enforcement agencies in the allocation of their resources in responding to bad weather conditions. Commercial Vehicle Operators ITS devices and systems may be deployed in this region to support both the Colorado State Patrol (CSP) and the Colorado Department of Revenue (CDOR) Port-of-Entry (POE) division interactions with commercial vehicle operations. CSP is responsible for the safety of commercial vehicle operations, which involves driver credential review, truck inspections, and HAZMAT routing and tracking. CDOR is responsible for commercial vehicle tax administration, assuring compliance with the State s commercial vehicle size and weight laws. CDOT is responsible for issuing Extra-Legal and Longer Combination Vehicle permits and administering those programs. Coordination is ongoing among the primary agencies to improve and integrate the commercial vehicle operations. Access to MDSS and CDOT Traveler Information The lack of availability of this information impacts the POE s in their ability in providing timely information to commercial vehicles that pass through the facilities. Antiquated Business Systems This problem specifically pertains to POE s antiquated business system with silo databases that make it difficult to perform required functions effectively, efficiently and in a timely manner. Inadequate support infrastructure This problem exists on interstates and state highways where there is not enough pullout areas to perform size and weight enforcement on commercial vehicles. There is also a lack of proper size and weight enforcement on load deficient bridges in the region. In addition to the above identified problems, there were additional problems identified that were more institutional in nature and are not tied to the TSAs. These problems pertain to coordination within and between local cities, counties, and law enforcement agencies, regional and state agencies. Specific transportation problems related to institutional are: Champion for ITS within the Region This is a regional problem. The lack of formally identifying a champion for ITS within the Region results in individual agencies trying their best to promote ITS within their agency without a truly collaborative concerted approach. Lack of adequate funding This problem affects all of stakeholders within the Region. This affects their ability to implement solutions, improve mobility and safety within the region and upgrade systems, facilities or roadways, etc. B. Transportation Service Areas Table 1 illustrates how the regional transportation problems align to the Transportation Service Areas. 20